Electrically actuated aircraft brakes

ABSTRACT

Apparatus for electrically controlling the application and release of aircraft brakes. In one embodiment, the invention includes a slurry clutch controlling a reciprocating member which is operatively connected to the pressure plate. In another embodiment of the invention, a torque motor is adapted to have an armature which comprises a ball screw, the ball screw being in engagement with a longitudinal drive rod interconnected with the pressure plate. Rotation of the armature causes the drive rod to move the pressure plate into forceful engagement with the brake disk stack or to retract the same. In yet another embodiment of the invention, a plurality of torque motors are interconnected with a bull gear which is operative for driving the pressure plate. Each of the embodiments of the invention includes apparatus for maintaining a fixed built-in clearance in the brake disk stack of the brake assembly, and are further adapted for utilization with antiskid systems by utilizing a device connected to the pressure plate which allows rapid release of brake torque. Additionally, apparatus is provided which allows a locking of the brake assembly while the aircraft is parked.

This is a divisional application of application Ser. No. 347,851, filedFeb. 11, 1982, now U.S. Pat. No. 4,432,440 which was a divisionalapplication of Ser. No. 062,199, filed July 30, 1979, now U.S. Pat. No.4,381,049.

BACKGROUND OF THE INVENTION

The instant invention resides in the art of braking systems and, moreparticularly, deals with such systems for aircraft. Present day aircraftutilize a brake disk stack comprised of a plurality of brake disksalternately splined to either a torque tube or the wheel rim. Thepressure plate, by actuation of the brakes, forces the disks intofrictional contacting engagement with each other to effectuate thebraking effort. While the invention herein will be described withrespect to such brake assemblies, it will be understood that theapparata and techniques of the invention are not necessarily limited tosuch structure.

The invention herein relates specifically to brake assemblies foraircraft wherein actuation of the brake is achieved by electrical andelectromechanical control. The embodiments herein will be described withrespect to the control mechanisms only and do not elaborate upon themeans by which the pilot or user may apply the control signal to thedescribed assembly. It is presented that the art has previously taught aspring-biased brake pedal operating a rheostat or other variableresistive means to generate a signal of amplitude proportional to brakepedal travel and that such signals could be easily adapted forutilization in the embodiments herein. Accordingly, with the cockpitcircuitry being readily conceivable and implemented by those skilled inthe art, this application is not burdened with discussions relativethereto.

Heretofore in the aircraft industry, it has been found that the greatestpercentage of maintenance efforts and repairs are with respect to thehydraulic systems of the aircraft. At this same time, electrical systemshave been found to require very little maintenance or repair and to beof a nature which may be quickly and easily tested. Further, while it iscomplex and costly to provide redundant equipment in hydraulic systemsto provide built-in safety factors, redundancy in electrical controlcircuitry is simple and relatively inexpensive to accomplish. Yetfurther, hydraulic systems add a great deal of weight to the aircraft,weight which could, if eliminated, allow for the carrying of additionalcargo. While hydraulic systems are massive and weighty, electricalsystems are substantially less cumbersome and much lighter.

ASPECTS OF THE INVENTION

In light of the foregoing, in accordance with one aspect of theinvention, there is provided an electrically actuated aircraft brakewherein no hydraulic system is required.

In accordance with another aspect of the invention, there is provided anelectrically actuated aircraft brake which is lightweight, substantiallyreducing the amount of weight in previously known hydraulic systems.

An additional aspect of the invention is the provision of anelectrically actuated aircraft brake which includes apparatus formaintaining a constant built-in clearance between the pressure plate andthe disks of the brake disk stack.

Yet another aspect of the invention is the provision of an electricallyactuated aircraft brake which is readily adapted for implementation withpresently existing braking systems incorporating antiskid circuitry.

Another aspect of the invention is the provision of an electricallyactuated aircraft brake utilizing wheel rotation and torque toeffectuate brake application.

Still a further aspect of the invention is the provision of anelectrically actuated aircraft brake which is simplistic in design,reliable in operation, inexpensive to manufacture, and readily conduciveto utilization of redundant circuits to achieve a desired safety factor.

SUMMARY OF THE INVENTION

Certain of the foregoing aspects and other aspects of the inventionwhich will become apparent as the detailed description proceeds areprovided by the improvement in a brake assembly having a brake diskstack and a pressure plate in communication therewith, comprising:reciprocating means connected to the pressure plate for selectivelymoving the pressure plate into and out of forceful contacting engagementwith the brake disk stack; and electrically controlled rotation meansoperatively interconnected with said reciprocating means, regulated byan operator, for selective control of said reciprocating means andregulation of said forceful contacting engagement.

Other aspects of the invention are presented in a brake control assemblyfor incorporation with a pressure plate and a brake disk stackcomprising: a rotating member operatively connected to a wheel rim androtatable therewith; a nonrotating member operatively connected to thepressure plate; a metalized fluid maintained between said members; andelectrically actuated coil means for selectively magnetizing said fluidand thereby imparting rotation of said rotating member to saidnonrotating member.

Other aspects of the invention are provided by a brake control assemblyfor incorporation with a pressure plate in a brake disk stack,comprising: an armature; an electric coil rotationally driving saidarmature; and a drive rod in communication with said armature andconnected to the pressure plate, energization of said electric coilmoving said drive rod to move the pressure plate.

Yet other aspects of the invention are provided by a brake controlassembly for reciprocating movement of a pressure plate, comprising: atorque motor; reciprocating means connected to the pressure plate foreffectuating movement thereof; and drive means interconnected betweensaid torque motor and said reciprocating means for driving saidreciprorocating means.

DESCRIPTION OF DRAWINGS

For a complete understanding of the various aspects of the structuresand techniques of the invention, reference should be had to thefollowing detailed description and accompanying drawings wherein:

FIG. 1 is a partial sectional view of a brake assembly incorporating afirst embodiment of the invention utilizing a slurry clutch;

FIG. 2 is a partial sectional view of the brake assembly incorporating asecond embodiment of the invention utilizing a torque motor for drivinga drive rod;

FIG. 3 is a partial sectional view of a brake assembly utilizing a thirdembodiment of the invention incorporating a plurality of torque motorsdriving a bull gear; and

FIG. 4 is a sectional view of the quick release mechanism used forinterconnection between the brake control apparatus and the pressureplate to achieve near instantaneous relaxation of braking efforts.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring now to the drawings and more particularly to FIG. 1, it can beseen that a wheel assembly utilizing a first embodiment of the inventionis designated generally by the numeral 10. A torque tube 12 is adaptedfor securing engagement with a brake housing 14 by means of bolts 16 orother fastener interconnected through a bore. It will be understood bythose skilled in the art that the torque tube 12 is, in standardfashion, secured by such bolts to the axle of the aircraft wheel suchthat the structure 12,14 is stationary.

The wheel rim 18, receiving thereon a tire and rotatable about the axle,secures, by means of one or more keys 20, alternating brake disks 22 ofa brake disk stack. As is well understood by those skilled in the art,the brake disk stack comprises a plurality of disks alternately splinedor keyed to the torque tube 12 and wheel rim 18. There are thus providedalternate rotating and stationary disks in a brake disk stack which arebrought into frictional contacting engagement with each other by meansof a pressure plate 24.

Included as part and parcel of the invention is a coil housing 26receiving therein electromagnetic coils 28,30. An end portion or cap 32is keyed to the rim 18 by the key 20 and is threadedly engaged with thehousing 26 as at 34. It will be appreciated that the threaded engagement34 is for assembly purposes.

A way 36 is provided in the brake housing 14 for purposes which willbecome apparent hereinafter. A nut 38 is threaded into contactingengagement with the way 36. The nut 38 is characterized by a spiralgroove 42 which receives therein a ball screw 44 which is in threadedengagement between the spiral groove 42 of the nut 38 and the clutchmember 46. As shown, the clutch member 46 is slidingly received upon theway 36 and is movable thereupon as the ball screw 44 moves within thespiral groove 42.

The clutch member 46 has a flange extending upwardly as shown in thecross-section of FIG. 1 to form two ears receiving therein a center earor ring depending from the end cap 32. These ears are encompassed by ametalized fluid, impregnated with iron or steel particles to form aslurry clutch designated generally by the numeral 48.

The housing 26 is mounted on a circumferential race member 50 maintainedabout the way 36. The race member 50 is fixedly secured to the way 36and provides for rotation of the housing 26 with corresponding rotationof the center ear of the slurry clutch 48 by means of the ball bearings52. It will be appreciated that a large plurality of such ball bearings52 are provided about the race member 50 and the housing 26 and thatsuch ball bearings are used as a commutator to achieve electricalcommunication with the coils 28,30. The utilization of the ball bearings52 as a commutator is more fully discussed in applicant's U.S. Pat. No.4,237,445. Suffice it to say that the ball bearings 52 allow the housing26 and central ear of the slurry clutch 48 to rotate with the wheel rim18 while allowing electrical contact to be made to the coils 28,30.

Interconnecting the clutch member 46 with the nut 38 is a spring 54which may be a clock type flat coil spring of suitable material. As willbe elaborated upon hereinafter, the clock spring 54 is biased to urgethe return of the clutch member 46 upon the way 36 for brake releaseafter movement thereof has been achieved via the ball screw 44 withinthe spiral groove 42 for brake application.

It will also be noted that a spherical thrust bearing 56 is received incircumferential grooves 58,60 respectively characterizing the clutchmember 46 and thrust plate 62. Connected to the thrust plate 62 is asuitable insulator 64 which makes contacting engagement with thepressure plate 24.

In operation, the coils 28,30 are energized by a signal passed acrossthe ball bearing commutator 52. The signal may be generated by brakepedal travel controlling a rheostat as discussed earlier herein. Theenergized coils produce a magnetic field which tends to magnetize themetalized fluid of the slurry clutch 48. Prior to such time, the slurryclutch was free-rotating, but with the magnetization of the fluid a dragbuilds up between the central rotating ear flange and the outerstationary ear flanges. There is thus created a slight rotation of theflange member 46 upon the way 36. It will be appreciated that, due tothe spiral nature of the groove 42, the clutch member 46 moves bothrotationally and longitudinally upon the way 36, forcing the pressureplate 24 into contacting engagement with the brake disk stack via theelements 56-64. In effect, it is wheel rotation and torque achieving thebraking effort. This motion winds the clock spring 54 which, at brakerelease caused by a reduction in signal strength to the coils 28,30,results in slippage of the clutch 48. There is then a correspondingreturn of the clutch member 46, releasing pressure on the pressureplate. Upon total removal of the brake application signal, the clockspring 54 brings the ball screw 44 to the starting point of the spiralgroove 42, where it remains until the next brake application.

The length of the spiral groove 42 is designed in accordance with thebuilt-in clearance desired between the brake disk stack and the pressureplate. In other words, frictional braking engagement between the disksof the brake disk stack and the pressure plate is achieved at the end oftravel of the ball screw 44 within the groove 42. The return of the ball44 in the groove 42 when brake application is terminated thusreestablishes the built-in clearance. It will be appreciated, however,that as the disks 22 of the brake disk stack wear, there needs to be anew starting point for movement of the clutch member 46 such thatconstant built-in clearance is maintained. For this reason, the nut 38is provided. When the ball screw 44 reaches the end of the spiral groove42, the frictional engagement of the slurry clutch 48 will tend torotate the nut 38 until braking engagement is made in the brake diskstack. This moves the nut 38 forward such that, on the next brakeapplication, the clutch member 46 has a new starting point, maintainingthe same built-in clearance as is characterized by the length of thespiral groove 42. Accordingly, compensation is made for wear in thebrake disk stack and optimum use of the disks commensurate with safeoperation of the aircraft is achieved.

With reference now to FIG. 2, it can be seen that a wheel assemblyutilizing the second embodiment of the invention is designated generallyby the numeral 70. Again, a torque tube 72 and brake housing 74 areadapted for interconnection by means of bolts 76. The torque tube 72 isinterconnected to the axle of the wheel such that the same isstationary. A wheel rim 78 is provided with brake disks 82 keyed theretoby means of the keys 80, with it being understood that alternate disksare splined or keyed to the torque tube 72. A pressure plate 84 isprovided in standard fashion to make the forceful frictional engagementbetween the various disks of the brake disk stack.

Affixed to the brake housing 74 is a housing 86 maintaining thereincoils 88,90 which communicate with a magnet 92. Affixed to the magnet 92is a ball screw 94, with the magnet 92 and ball screw 94 jointlycomprising an armature which is rotatably mounted upon ball bearings 96and driven by the coils 88,90. A thrust bearing 98 is provided as shownfor purposes of keeping the armature 92,94 aligned. It will beappreciated by those skilled in the art that the elements 86-98 comprisea torque motor.

A drive rod 100 communicates via ball bearings 102 with the ball screw94. The passage 104 is provided in the drive rod 100 to move the last ofthe three balls from an end groove to the next forward groove in theball screw 94 as the drive rod 100 moves longitudinally with rotationalmovement of the armature 98. This extensive longitudinal movement willoccur during brake wear adjustment which will be discussed hereinafter.

Interconnected between the brake housing 74 and the armature 92,94 is areturn spring 106 which, again, may be of the clock spring nature. Thespring 106 is fixedly connected to the housing 74 while being connectedby means of a slip joint to the ball screw 94. The slip joint isprovided to maintain a built-in clearance while providing for brake wearadjustment. As will become apparent hereinafter, the friction slip jointhas ratchetlike teeth thereon sufficient to return the ball screw 94 adistance equivalent to the built-in clearance while slipping beyond thatamount. Any travel of the ball screw 94 beyond that returned by thespring 106 is for brake wear adjustment or compensation.

An insulator 108 is provided for interconnection with the drive rod 100for making contacting engagement with the pressure plate 84 in themanner discussed directly below.

In operation, pilot actuation of the brake pedal provides a signal tothe coils 88,90 to energize the same. Energization of these coilsrotates the armature 92,94 to cause the drive rod 100 to longitudinallymove via the balls 102. This movement forces the pressure plate 84 intothe brake disk stack. The spring 106 is then tensioned during thedistance of travel of the ball screw 94 equivalent to the built-inclearance. Beyond that movement, the spring 106 slips at the frictionslip joint. Movement beyond that point of the drive rod 100 is for brakewear compensation and, during the life of the brake disk stack, the rod100 will longitudinally move along the ball screw 94 with the balls 102passing through the passage 104 in the drive rod 100 into subsequentlyfurther advanced groove 112. It should also be noted that a guide seal110 is provided to keep the drive rod 100 suitably aligned and sealedagainst contamination.

Upon release or reduction of brake pressure, the spring 106 returns theball screw 94 a distance equivalent to the built-in clearance with thepositional relationship between the ball screw 94 and the drive rod 100being determined by the amount of wear experienced to date in the brakedisk stack.

While a spring 106 has been provided with a slip joint to accommodatethe built-in clearance, it will be understood by those skilled in theart that a reverse drive via the coils 88,90 of the armature 92,94 for afixed duration could achieve maintenance of built-in clearance whileachieving brake wear adjustment.

Included as part and parcel of the system of FIG. 2 is a parking brakecomprising a housing 114 receiving therein a coil 116. The coilcooperates with a plunger 120 to operate as a solenoid. The solenoidplunger 120 has teeth 124 at the end thereof which mesh with teeth 122provided in the armature 92,94.

In utilization of the parking brake, the pilot actuates the coils 88,90to bring the pressure plate 84 into forceful frictional contactingengagement with the brake disk stack. At this point in time, the pilotenergizes the coil 116 to force the plunger 120 into contactingengagement with the aramature 92,94. At this point in time, the teeth122,124 engage with each other and brake pedal force may be released.With the release of the brake pedal, the coils 88,90 are deenergized andthe armature 92,94 attempts to rotate under the urging of the spring106. However, the interengagement of the teeth 122,124 prevents suchrotation and, accordingly, the pressure plate 84 is held into brakingengagement with the stack. The coil can, at that time, also bedeenergized.

To release the parking brake, the pilot need merely energize the coils88,90, making a very slightly rotation or urging of the armature 92,94which releases the clamped engagement of the teeth 122,124 with theplunger 120 thus dropping back to the solenoid housing 114. Release ofpedal pressure then allows the retraction of the drive rod 100 adistance equivalent to the built-in clearance.

As shown in FIG. 3, a wheel assembly utilizing a third embodiment of theinvention is designated generally by the numeral 130. Again, a torquetube 132 securedly maintains the brake housing 134 by means of bolts136. The wheel rim 138 is provided in standard fashion for receipt ofthe tire, and keys 140 are provided for securing alternate disks of thebrake disk stack. The disks of the stack are functional to provide abraking action under forceful engagement imparted by the pressure plate142.

A plurality of torque motors 144, only one being shown in FIG. 3, areprovided in circumferential spaced relationship about the wheel axle.The torque motors 144 are controlled by brake pedal actuation by thepilot, as earlier discussed, to drive a bull gear 146. A thrust ring 148is provided for maintaining the bull gear in proper alignment.

A ball screw 150 is provided in driven engagement with the bull gear146. A plurality of balls 152 are received by the ball screw 150 andintercommunicate with the bull gear 146. The passageway 154 is providedthrough the bull gear 146 to function as a ball return. It will be notedthat the passageway 154 also passes through the thrust ring 148 suchthat the balls, passing through the passageway 154 act as a thrustbearing. As shown in FIG. 3, the ball 164 is in a thrust bearingposition.

An antirotational ball 156 is maintained between the groove 160 of theball screw 150 and the channel 158 maintained in the brake housing 134.The ball 156 keeps the ball screw 150 from rotating while allowing thesame to move longitudinally. As provided in the other embodiments, thereis also presented an insulating ring 162 for contacting the pressureplate 142.

In operation, the pilot suitably provides a signal to the torque motors144 of an amplitude corresponding to the amount of brake pressure to beapplied. This signal causes the torque motor 144 to rotate the bull gear146. As a consequence of this rotation, the ball screw 150 is drivenoutwardly, driving the pressure plate 142 into contacting engagementwith the brake disk stack. As the pilot releases brake pedal pressure,the torque motors 144 reverse their rotational direction accordingly toreturn the ball screw 150. The reverse drive of the torque motors 144 islimited to an amount equivalent to the built-in clearance and, with thebull gear 146 being freely rotatable, there is provided continualadjustment for brake wear while maintaining a constant built-inclearance.

It is most desirable that the embodiments shown in FIGS. 1-3 befunctional for use in aircraft incorporating antiskid systems. Suchsystems generally require very rapid response times between anelectrical signal directing the release of brake application and theactual mechanical release. To achieve the desired instantaneous release,the structure of FIG. 4 is provided. The structure of FIG. 4 is shownwith respect to the embodiment of FIG. 3, but it will be understood thatthe same is easily adaptable to any of the other embodiments. As shown,the ball screw 150 is characterized by an inclined or ramped surface 166as is a diametrically opposed area of the insulating ring 162,designated by the numeral 168. Similarly, the ball screw 150 andinsulating ring 162 are characterized by respective diametricallyopposed surfaces 170,172 which are normal to the face surfaces of theassociated elements 150,162. The surfaces 166-172 provide therebetween areceptacle for receiving therein a metal bar 174.

In the operation of the structure of FIG. 4, when the torque motors 144begin to rotate, there is a very slight rotation of the ball screw 150,notwithstanding the provision of the balls 156. This rotation is in thedirection of the arrow as shown in FIG. 4 and forces the bar 174 to takethe elongated position as shown, resting against the square sides170,172, and at square bottom sections of the recesses. Immediately uponrelease of brake pedal pressure, the ball screw 150 makes a very slightrotation in the direction opposite to the arrow shown, and the bar 174drops against the ramped or inclined areas 166,168. This dropping allowsthe pressure plate 162 to instantaneously draw closer to the ball screw150, with the result being instantaneous release of brake pressure. Whenthe torque motors 144 are again energized. The slight rotation of ballscrew 150 again brings the metal bar 174 into the position shown in FIG.4 for immediate reapplication of braking effort.

Thus it can be seen that there has been presented electrically actuatedaircraft brake assemblies which are characterized by the aspects setforth hereinabove. While in accordance with the patent statutes only thebest modes and preferred embodiments of the invention have beenpresented and described in detail, it is to be understood that theinvention is not limited thereto or thereby. For an appreciation of thetrue scope and breadth of the invention, reference should be had to thefollowing claims.

What is claimed is:
 1. In a brake assembly comprising a brake disk stackand a pressure plate in communication with the stack, the improvementcomprising:reciprocating means connected to the pressure plate forselectively moving the pressure plate into and out of forcefulcontacting engagement with the brake disk stack; electrically controlledrotation means operatively interconnected with said reciprocating means,regulated by an operator, for selective control of said reciprocatingmeans and regulation of said forceful contacting engagement; saidrotation means comprising a coil in operative engagement with anarmature, energization of said coil rotating said armature; saidarmature including a ball screw, said ball screw being in engagementwith a drive rod operatively connected to the pressure plate; andadjustment means connected to said armature for rotating said armature afixed amount in a direction opposite to that of the rotation caused byenergization of said coil upon termination of said energization.
 2. Theimprovement according to claim 1 wherein said adjustment means comprisesa spring connected to said armature by a friction slip joint.
 3. Theimprovement according to claim 1 which further includes a solenoidhaving a plunger in selective engagement with said armature forrestricting rotational movement of said armature.
 4. A brake controlassembly for incorporation with a pressure plate and a brake disk stack,comprising:an armature; an electric coil rotationally driving saidarmature; a drive rod in communication with said armature and connectedto the pressure plate, energization of said electric coil moving saiddrive rod to move the pressure plate; said armature including a ballscrew, said ball screw being interconnected with said drive rod; saiddrive rod and ball screw communicating through a plurality of balls,said drive rod having a return passage therein moving said ballsprogressively along said ball screw; and return means connected to saidarmature for rotating said armature a particular amount in a directionopposite that of the rotation driven by said electric coil.
 5. The brakecontrol assembly according to claim 4 wherein said return meanscomprises a spring connected by a slip joint to said armature.
 6. Thebrake control assembly according to claim 4 which further includeslocking means in selective interengagement with said armature forrestricting rotation thereof.
 7. The brake control assembly according toclaim 6 wherein said locking means comprises a coil and a plungeroperative as a solenoid, said plunger engaging said armature uponenergization of said coil.
 8. The brake control assembly according toclaim 7 wherein said plunger has teeth at an end thereof for meshingengagement with teeth in said armature.